US6871134B2 - Method and device for determining the exhaust gas recirculation mass flow of an internal combustion engine - Google Patents

Method and device for determining the exhaust gas recirculation mass flow of an internal combustion engine Download PDF

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Publication number
US6871134B2
US6871134B2 US10/735,438 US73543803A US6871134B2 US 6871134 B2 US6871134 B2 US 6871134B2 US 73543803 A US73543803 A US 73543803A US 6871134 B2 US6871134 B2 US 6871134B2
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Prior art keywords
mass flow
exhaust gas
gas recirculation
internal combustion
combustion engine
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Expired - Fee Related
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US10/735,438
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US20040148087A1 (en
Inventor
Thorsten Lange
Burkhard Veldten
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Volkswagen AG
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Volkswagen AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D21/00—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas
    • F02D21/06—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air
    • F02D21/08—Controlling engines characterised by their being supplied with non-airborne oxygen or other non-fuel gas peculiar to engines having other non-fuel gas added to combustion air the other gas being the exhaust gas of engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/0065—Specific aspects of external EGR control
    • F02D41/0072—Estimating, calculating or determining the EGR rate, amount or flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2451—Methods of calibrating or learning characterised by what is learned or calibrated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B29/00—Engines characterised by provision for charging or scavenging not provided for in groups F02B25/00, F02B27/00 or F02B33/00 - F02B39/00; Details thereof
    • F02B29/04—Cooling of air intake supply
    • F02B29/0406—Layout of the intake air cooling or coolant circuit
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/04—Engine intake system parameters
    • F02D2200/0406—Intake manifold pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/24—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means
    • F02D41/2406—Electrical control of supply of combustible mixture or its constituents characterised by the use of digital means using essentially read only memories
    • F02D41/2425—Particular ways of programming the data
    • F02D41/2429—Methods of calibrating or learning
    • F02D41/2441—Methods of calibrating or learning characterised by the learning conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/02—EGR systems specially adapted for supercharged engines
    • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
    • F02M26/05—High pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust system upstream of the turbine and reintroduced into the intake system downstream of the compressor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a method as well as a device for determining the exhaust gas recirculation mass flow of an internal combustion engine, for example a diesel engine.
  • the present invention relates to such a method and such a device, whereby using the information about the exhaust gas recirculation mass flow, acquired in this way, the exhaust gas recirculation rate can be correctly determined.
  • an operating parameter in the case of an internal combustion engine with exhaust gas recirculation is for example the exhaust gas recirculation mass flow, that is to say the mass flow of the exhaust gas emitted by the internal combustion engine, which is diverted via an exhaust gas recirculation pipe to a mixing point, where the exhaust gas is mixed with intake fresh air, in order to supply the fresh air/exhaust gas mixture resulting from this to the combustion chambers of the internal combustion engine.
  • the so-called exhaust gas recirculation rate that is to say the ratio between the intake fresh air mass flow and the exhaust gas recirculation mass flow, is also important with regard to compliance with the vehicle exhaust regulations.
  • the entire or cylinder mass flow dm zyl sucked into the respective cylinder or combustion chamber of the internal combustion engine is initially calculated implicitly from various operating parameters obtained by test bench measurements to determine these.
  • these further operating parameters are in particular the pressure and temperature in the connection (the so-called intake pipe) between the mixing point mentioned above and the cylinder as well as the amount of air-fuel mixture injected and the engine speed in question, whereby based on the test bench measurements the cylinder mass flow, which in principle corresponds to the sum of the fresh air mass flow dm HFM and the exhaust gas recirculation mass flow dm AGR is calculated as a function of these operating parameters in the form of a characteristic diagram, that is to say it is thereby known what cylinder mass flow arises at which operating parameter values.
  • the intake fresh air mass flow is measured with the aid of an air flow sensor, for example a hot film-air flow sensor, in the intake area.
  • the method described above is sensitive in its reaction to tolerances of the measurement signals and production-related tolerances of the intake area.
  • a difference in the absolute errors of the two specific mass flows dm HFM and d zyl is directly integrated in the exhaust gas recirculation mass flow dm AGR , which is determined as a relatively minor difference between two relatively large amounts and therefore with high sensitivity, whereby for example the error when measuring the cylinder mass flow dm zyl is essentially composed of production-related tolerances of the charge air section and measurement errors in the charge pressure sensor and charge temperature sensor, whilst the errors when measuring the fresh air mass flow dm HFM are essentially attributable to measurement errors in the air flow sensor.
  • the object of the present invention is therefore to provide a method as well as an appropriately designed device for determining the exhaust gas recirculation mass flow of an internal combustion engine, in which as exact as possible a determination of the exhaust gas recirculation mass flow and in particular as exact as possible a determination of the exhaust gas recirculation rate are feasible.
  • the exhaust gas recirculation rate of the exhaust gas recirculated via the exhaust gas recirculation pipe can be calculated from the exhaust gas recirculation mass flow determined in each case in accordance with the method and the fresh air mass flow measured in each case by forming a ratio.
  • the characteristic curve of the cylinder mass flow can be adapted while the internal combustion engine is in operation.
  • the exhaust gas recirculating mass flow can be determined at each operating point of the internal combustion engine from the adapted characteristic curve for the cylinder mass flow, and the fresh air mass flow can be measured in each case at this operating point in accordance with the equation
  • dm AGR dm zyl ⁇ dm HFM , whereby dm AGR designates the exhaust gas recirculating mass flow to be determined, dm zyl the cylinder mass flow in accordance with the adapted characteristic curve and dm HFM the fresh air mass flow measured in each case.
  • the object can further be achieved by a device for determining the exhaust gas recirculation mass flow of an internal combustion engine, comprising:
  • the exhaust gas recirculation mass flow determination means can be designed to calculate the exhaust gas recirculation rate of the exhaust gas recirculated via the exhaust gas recirculation pipe from the exhaust gas recirculation mass flow determined in each case in accordance with the method and the fresh air mass flow measured in each case by forming a ratio.
  • the exhaust gas recirculation mass flow determination means can be designed to adapt the characteristic curve of the cylinder mass flow while the internal combustion engine is in operation.
  • the exhaust gas recirculation mass flow determination means can be designed to determine the exhaust gas recirculating mass flow at each operating point of the internal combustion engine from the adapted characteristic curve for the cylinder mass flow, and to measure the fresh air mass flow in each case at this operating point in accordance with the equation
  • dm AGR dm zyl ⁇ dm HFM , whereby dm AGR designates the exhaust gas recirculating mass flow to be determined, dm zyl the cylinder mass flow in accordance with the adapted characteristic curve and dm HFM the fresh air mass flow measured in each case.
  • the fresh air mass flow is measured in order to determine dependent on this the exhaust gas recirculation mass flow while the internal combustion engine is in operation by evaluating the cylinder mass flow, which comprises the exhaust gas recirculation mass flow and the fresh air mass flow.
  • a characteristic curve describing the cylinder mass flow as a function of various operating parameters of the internal combustion engine, which for example has been calculated before initial start-up of the internal combustion engine based on test bench measurements, is matched, that is to say adapted to the fresh air mass flow measured and therefore known for various operating points of the internal combustion engine, in such a way that the above equation (1) provides the correct exhaust gas recirculation mass flow at the corresponding operating points except for a proportional error of the air flow sensor installed for measuring the fresh air mass flow. In principle this is also possible without the prior test bench measurements.
  • the initial values for the characteristic curve are arbitrary and only affect the duration of the adaptation.
  • the exhaust gas recirculation mass flow can be reliably determined whereby, in contrast to the prior art described at the beginning, errors of the charge air temperature sensors, of the charge pressure sensors or manufacturing tolerances are automatically calibrated out while the particular motor vehicle is in operation and therefore are no longer integrated into any of the gas mass flows determined.
  • errors of the charge air temperature sensors, of the charge pressure sensors or manufacturing tolerances are automatically calibrated out while the particular motor vehicle is in operation and therefore are no longer integrated into any of the gas mass flows determined.
  • the present invention not only allows increased static reliability but also improved dynamic operation.
  • the exhaust gas recirculation mass flow Since the characteristic curve of the cylinder mass flow is compensated in such a manner that the size of the proportional error of the cylinder mass flow and the fresh air mass flow is equal, the exhaust gas recirculation mass flow also exhibits the same proportional error. When the ratio is formed to determine the exhaust gas recirculation rate this proportional error is cut out and thus eliminated, so that the exhaust gas recirculation rate can in principle be determined according to the invention without errors.
  • the single FIGURE is a simplified illustration of a model for simulating the gas flow in a motor vehicle or a corresponding internal combustion engine in accordance with the present invention.
  • the FIGURE depicts an internal combustion engine 1 with four combustion chambers or cylinders.
  • the internal combustion engine 1 is coupled with an exhaust gas turbocharger (ATL), which comprises a turbine 2 and a compressor 7 , the turbine 2 and the compressor 7 being mounted on a common rail 14 , the so-called turbocharger rail.
  • ATL exhaust gas turbocharger
  • the turbine 2 uses the energy contained in the exhaust gas from the internal combustion engine 1 to drive the compressor 7 , which sucks in fresh air through an intake pipe and forces compressed air into the individual combustion chambers of the internal combustion engine 1 .
  • the intake fresh air mass flow is measured by an air flow sensor 6 arranged relatively far to the front of the intake area and is thus determined while the internal combustion engine 1 or the motor vehicle is in operation.
  • the exhaust gas turbocharger formed by the turbine 2 , the compressor 7 and the turbocharger rail 14 is only connected in terms of flow with the internal combustion engine 1 by the air and exhaust gas mass flow.
  • the fresh air sucked in and compressed by the compressor 7 is supplied to a so-called equivalent reserve space (ERS) 9 through an intercooler (LLK) 8 , which lowers the exhaust gas temperature and thus NO X emission as well as fuel consumption.
  • ERS equivalent reserve space
  • LLK intercooler
  • the individual combustion chambers of the internal combustion engine 1 are preceded by an inlet manifold (ELS) 10 .
  • ELS inlet manifold
  • the exhaust gas produced in the combustion chambers of the internal combustion engine 1 is collected by an exhaust manifold (ASA) 11 and supplied to the turbine 2 .
  • the turbine 2 is followed in the exhaust gas flow direction by the exhaust system (APU) 12 of the motor vehicle, which reduces the pollutant components of the exhaust gas arising while the internal combustion engine 1 is in operation and which carries away any remaining exhaust gases as noiselessly as possible.
  • Some of the exhaust gas produced in the combustion chambers of the internal combustion engine 1 is recirculated from the exhaust manifold 11 via an exhaust gas recirculation pipe (AGR) 16 with an exhaust gas recirculation valve 17 to the inlet manifold 10 , where the recirculated exhaust gas is mixed with the intake fresh air, and the fresh air/exhaust mixture is supplied to the corresponding cylinder of the internal combustion engine 1 .
  • AGR exhaust gas recirculation pipe
  • control unit 4 is illustrated, which is a component of a corresponding engine management system of the motor vehicle.
  • the control unit 4 monitors a number of variables or operating parameters of the engine system illustrated, which are recorded by means of corresponding sensors and passed via an interface 3 to the control unit 4 . This may involve in particular the fresh air mass flow measured by the air flow sensor 6 , the engine speed, the density of the fresh air/exhaust mixture in the connection between the inlet manifold 10 and the internal combustion engine 1 , the so-called intake pipe etc.
  • the measurements recorded in this way by the control unit 4 are evaluated, in order, dependent on these, to generate various command signals for the engine management system.
  • the command signals emitted via the interface 3 by the control unit 4 can for example control the pulse-duty factor of the exhaust gas recirculating valve 17 arranged in the exhaust gas recirculation pipe, the guide vane adjustment 15 of the turbine 2 or also the injection time point as well as the amount of air-fuel mixture injected into the individual combustion chambers of the internal combustion engine 1 via an injection system 5 etc.
  • Valves arranged in the corresponding air or gas paths in FIG. 1 are designated with the reference numeral 13 .
  • a characteristic diagram or characteristic curve of the cylinder mass flow dm zyl that is to say of the fresh air/exhaust mixture supplied from the inlet manifold 10 , which contains the mixing point for the fresh air and the recirculated exhaust gas, to the individual cylinders of the internal combustion engine via the connecting pipe described as the intake pipe, is determined by test bench measurements as a function of various operating parameters of the internal combustion engine.
  • the cylinder mass flow dm zyl in a known way depends among other things on the intake pipe pressure, the intake pipe temperature, the density in the intake pipe and the engine speed.
  • dm zyl f ( p 0 ,p 1 ,p 2 . . . a 0 ,a 1 ,a 2 . . . ) (3)
  • p 0 , p 1 , p 2 designate various measured values or operating parameters, which are incorporated in the model, while a 0 , a 1 , a 2 designate coefficients, which describe the model.
  • the physical interrelationship between the individual operating parameters and coefficients does not necessarily have to be known in equation form. Just the presence of a characteristic curve or characteristic diagram or characteristic area, which can be mapped into a polynomial, is also sufficient.
  • the fresh air mass flow dm HFM is measured constantly by the air flow sensor 6 and passed to the control unit 4 .
  • the characteristic curve of the cylinder mass flow dm zyl described above is stored in the control unit 4 , so that this characteristic curve is known to the control unit 4 .
  • the control unit adapts this characteristic curve during operation in such a manner that in the case of known values of the exhaust gas recirculation mass flow dm AGR the above equation is fulfilled at each operating point of the internal combustion engine 1 .
  • the characteristic curve of the cylinder mass flow however can also be compensated when the exhaust gas recirculation valve 17 is open, since for example methods are also known for determining the transient value of the exhaust gas recirculation mass flow dm AGR from specific measured operating parameters of the internal combustion engine 1 . It is in principle only important that, for compensating the characteristic curve of the cylinder mass flow dm zyl described above, information that is as reliable as possible or estimated is known about the value of the exhaust gas recirculation mass flow dm AGR that is true for the particular operating point, irrespective of the sensors, in particular irrespective of the air flow sensor 6 , described above and possibly susceptible to errors. At least the degree of unreliability of the information used should be known.
  • the characteristic curve of the cylinder mass flow dm zyl for example can be compensated during operation by corresponding adaptation of the coefficients a 0 , a 1 , a 2 . . . of the model in accordance with equation (3).
  • Errors of a charge air temperature sensor, a charge pressure sensor or production-related tolerances of the charge air section, which as described can conventionally lead to errors when the cylinder mass flow dm zyl is determined, are automatically eliminated or calibrated out by the above compensation method, while the motor vehicle is in operation, by the control unit 4 , and are no longer integrated into any of the specific mass flows, as long as the reading of the sensors involved remains unambiguous.
  • the compensation method described above is also particularly advantageous for determining the exhaust gas recirculation rate ⁇ AGR in accordance with equation (2). Since the characteristic curve of the cylinder mass flow dm zyl is compensated as described precisely so that the proportional errors of the cylinder mass flow dm zyl and the fresh air mass flow dm HFM are equal, the exhaust gas recirculation mass flow dm AGR , which can be derived from this in accordance with equation (1), also has the same proportional error. When the ratio is formed in accordance with equation (2) to determine the exhaust gas recirculation rate ⁇ AGR this proportional error is cut out and therefore eliminated, that is to say the exhaust gas recirculation rate ⁇ AGR can in principle be determined without errors.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
US10/735,438 2002-12-20 2003-12-12 Method and device for determining the exhaust gas recirculation mass flow of an internal combustion engine Expired - Fee Related US6871134B2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10260322A DE10260322A1 (de) 2002-12-20 2002-12-20 Verfahren und Vorrichtung zur Bestimmung des Abgasrückführmassenstroms eines Verbrennungsmotors
DE10260322.7 2002-12-20

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US6871134B2 true US6871134B2 (en) 2005-03-22

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EP (1) EP1431547B1 (de)
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DE (2) DE10260322A1 (de)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20060020386A1 (en) * 2004-07-21 2006-01-26 Jun-Mo Kang Estimation of oxygen concentration in the intake manifold of an unthrottled lean burn engine
US20070012040A1 (en) * 2001-11-28 2007-01-18 Volkswagen Aktiengesellschaft Method for determination of composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and correspondingly configured control system for an internal combustion engine
US20080156302A1 (en) * 2006-12-27 2008-07-03 El Tahry Sherif H Exhaust gas recirculation estimation system
US20110257952A1 (en) * 2010-04-20 2011-10-20 Robert Bosch Gmbh Method for operating an internal combustion engine having a feed line for feeding in an air mixture and having an exhaust line
US20110283699A1 (en) * 2011-07-05 2011-11-24 Ford Global Technologies, Llc Exhaust gas recirculation (egr) system
US11067041B2 (en) * 2017-01-23 2021-07-20 Hitachi Automotive Systems, Ltd. Control device for internal combustion engine

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DE10144337B4 (de) * 2001-09-10 2007-04-19 Siemens Ag Adaptives Regelverfahren
DE102004047099B3 (de) * 2004-09-29 2006-03-16 Bayerische Motoren Werke Ag Verfahren zur Bestimmung der Frischluftmasse eines Verbrennungsmotors
US7291934B2 (en) * 2005-08-30 2007-11-06 Caterpillar Inc. Machine with an electrical system
KR20160050924A (ko) * 2014-10-31 2016-05-11 현대자동차주식회사 수랭식 인터쿨러를 구비한 차량의 워터 펌프 제어 시스템 및 방법

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US5738126A (en) * 1996-04-19 1998-04-14 Mercedes-Benz Ag Apparatus for controlling a diesel engine with exhaust
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FR2829185A1 (fr) * 2001-09-04 2003-03-07 Renault Procede et dispositif de commande d'une soupape de reglage d'un flux de gaz d'echappement recircules dans le collecteur d'admission d'un moteur a combustion interne
US6622704B2 (en) * 1999-12-10 2003-09-23 Heraeus Electro-Nite International N.V. Device for exhaust gas recirculation into the air intake region of motor vehicle internal combustion engines

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EP0957255A3 (de) * 1998-05-09 2001-03-28 Robert Bosch Gmbh Verfahren und Vorrichtung zur Steuerung einer Brennkraftmaschine
DE10229620B4 (de) * 2002-06-29 2006-05-11 Daimlerchrysler Ag Verfahren zur Bestimmung der Abgasrückführmenge

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DE4422184C2 (de) 1994-06-24 2003-01-30 Bayerische Motoren Werke Ag Steuergerät für Kraftfahrzeuge mit einer Recheneinheit zur Berechnung der in einen Zylinder der Brennkraftmaschine strömenden Luftmasse
US5738126A (en) * 1996-04-19 1998-04-14 Mercedes-Benz Ag Apparatus for controlling a diesel engine with exhaust
DE19950146A1 (de) 1998-10-16 2000-04-27 Cummins Engine Co Inc On-Line-Selbstkalibrierung von Luftmassensensoren in Verbrennungsmotoren
US6622704B2 (en) * 1999-12-10 2003-09-23 Heraeus Electro-Nite International N.V. Device for exhaust gas recirculation into the air intake region of motor vehicle internal combustion engines
FR2829185A1 (fr) * 2001-09-04 2003-03-07 Renault Procede et dispositif de commande d'une soupape de reglage d'un flux de gaz d'echappement recircules dans le collecteur d'admission d'un moteur a combustion interne

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20070012040A1 (en) * 2001-11-28 2007-01-18 Volkswagen Aktiengesellschaft Method for determination of composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and correspondingly configured control system for an internal combustion engine
US7174713B2 (en) * 2001-11-28 2007-02-13 Volkswagen Aktiengesellschaft Method for determination of composition of the gas mixture in a combustion chamber of an internal combustion engine with exhaust gas recirculation and correspondingly configured control system for an internal combustion engine
US20060020386A1 (en) * 2004-07-21 2006-01-26 Jun-Mo Kang Estimation of oxygen concentration in the intake manifold of an unthrottled lean burn engine
WO2006019549A3 (en) * 2004-07-21 2006-08-17 Gen Motors Corp Estimation of oxygen concentration in the intake manifold of an unthrottled lean burn engine
US7107143B2 (en) * 2004-07-21 2006-09-12 General Motors Corporation Estimation of oxygen concentration in the intake manifold of an unthrottled lean burn engine
US20080156302A1 (en) * 2006-12-27 2008-07-03 El Tahry Sherif H Exhaust gas recirculation estimation system
US7493896B2 (en) * 2006-12-27 2009-02-24 Gm Global Technology Operations, Inc. Exhaust gas recirculation estimation system
US20110257952A1 (en) * 2010-04-20 2011-10-20 Robert Bosch Gmbh Method for operating an internal combustion engine having a feed line for feeding in an air mixture and having an exhaust line
US20110283699A1 (en) * 2011-07-05 2011-11-24 Ford Global Technologies, Llc Exhaust gas recirculation (egr) system
US8616186B2 (en) * 2011-07-05 2013-12-31 Ford Global Technologies, Llc Exhaust gas recirculation (EGR) system
US11067041B2 (en) * 2017-01-23 2021-07-20 Hitachi Automotive Systems, Ltd. Control device for internal combustion engine

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DE50311996D1 (de) 2009-11-19
DE10260322A1 (de) 2004-07-08
ATE445093T1 (de) 2009-10-15
EP1431547A3 (de) 2006-01-18
EP1431547A2 (de) 2004-06-23
US20040148087A1 (en) 2004-07-29
EP1431547B1 (de) 2009-10-07

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